US8204667B2 - Method for compensating for normal forces in antilock control - Google Patents

Method for compensating for normal forces in antilock control Download PDF

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Publication number
US8204667B2
US8204667B2 US12/405,421 US40542109A US8204667B2 US 8204667 B2 US8204667 B2 US 8204667B2 US 40542109 A US40542109 A US 40542109A US 8204667 B2 US8204667 B2 US 8204667B2
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Prior art keywords
brake
modifying
predicted
normal forces
pressure
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US20090306872A1 (en
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John Patrick Joyce
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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Assigned to FORD GLOBAL TECHNOLOGIES, LLC reassignment FORD GLOBAL TECHNOLOGIES, LLC ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: JOYCE, JOHN PATRICK
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
    • B60T8/17—Using electrical or electronic regulation means to control braking
    • B60T8/176—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS
    • B60T8/1761—Brake regulation specially adapted to prevent excessive wheel slip during vehicle deceleration, e.g. ABS responsive to wheel or brake dynamics, e.g. wheel slip, wheel acceleration or rate of change of brake fluid pressure
    • B60T8/17616—Microprocessor-based systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2240/00—Monitoring, detecting wheel/tire behaviour; counteracting thereof
    • B60T2240/06—Wheel load; Wheel lift

Definitions

  • the inventive subject matter is related to antilock brake control and more particularly to compensating for transient normal forces in antilock brake control.
  • ABS anti-lock braking system
  • a typical ABS has a controller, a speed sensor for each wheel, and a braking circuit. The controller controls the braking applied to the wheels in order to make them either turn faster or slower. This process is repeated constantly during braking. The brake torque is repeatedly increased and decreased in a cyclical fashion.
  • Empirical methods are typically used to manage the first cycle of ABS control. Some applications have implemented logic to limit the rate of brake applied in order to reduce the perturbance to vehicle motion. The control behavior is tuned to minimize deviations from optimum control that are observed during development testing.
  • the current method of tuning is often used to compensate for several factors that affect control in addition to normal force variation such as; consistency of the calculation of a reference velocity, hysteresis in the brake torque/pressure relationship, the tire/road ⁇ , the optimum deceleration of the vehicle, whether the vehicle is on split- ⁇ , and the motion of the tire relative to the general motion of the vehicle.
  • the addition of a sound analytical basis to account for normal force variation provides a more optimum tuning because separate parameters are used to account for normal force variation.
  • the present invention provides a method for compensating for normal forces in anti-lock brake control comprising the combination of features of the independent claims, preferred optional features being introduced by the dependent claims.
  • FIG. 1 is a schematic diagram of a vehicle having an anti-lock brake control system according to the inventive subject matter.
  • FIG. 2 is a flow diagram illustrating a method of controlling the anti-lock brake control system to deliver optimum deceleration according to the inventive subject matter.
  • FIG. 1 shows an automotive vehicle 10 equipped with an anti-lock brake control system 12 .
  • the control system 12 controls the braking torque applied by an anti-lock brake system to one or more vehicle wheels 14 A, 14 B, 14 C and 14 D.
  • the vehicle 10 has a steering wheel 16 .
  • the vehicle 10 also has a brake pedal 18 that is depressible, by the driver of the vehicle, to command a vehicle braking event.
  • a master-cylinder 19 generates hydraulic fluid pressure in response to the brake command input.
  • the pressurized hydraulic fluid applies a braking torque by way of brake actuators to engage frictional brake pads with disc or drum brake members, to resist rotation of the wheels 14 A-D.
  • a hydraulic brake system is shown and described herein, the present invention is applicable to other types of brake systems and one having ordinary skill in the art is capable of applying the inventive subject matter to another type of braking system without departing from the scope of the present invention.
  • the anti-lock brake system 12 includes a left front ABS brake actuator 20 A and a right front ABS brake actuator 20 B for independently applying braking torque to the corresponding front tires 14 A and 14 B.
  • a rear ABS brake actuator 20 C is provided for applying braking torque to each of the rear tires 14 C and 14 D.
  • the rear ABS brake actuator 20 C may include a single brake actuator commonly shared by both tires 14 C and 14 D, or it may include separate independent ABS brake actuators for each of the tires in similar fashion to the actuators 20 A and 20 B.
  • the anti-lock brake system 12 further includes an ABS brake controller 22 for controlling the braking operation, including adjusting the braking torque applied to the tires 14 A- 14 D.
  • the brake controller 22 preferably includes a microprocessor 24 and memory 26 for storing and processing one or more brake control algorithms.
  • the controller hardware may include a commercially available controller.
  • controller 22 includes input/output (I/O) ports 28 , the central processing unit (CPU) 24 , and memory 26 .
  • the controller 22 receives various sensed signals from sensors, as shown, and in response to the brake control algorithm(s), generates output control signals to each of the brake actuators 20 A- 20 C.
  • the brake controller may receive a sensed steering angle signal from a steering angle sensor 34 , and sensed wheel speed signals from wheel sped sensors 36 , associated with each of the wheels/tires 14 A- 14 D.
  • the sensed steering angle signal provides an indication as to whether the steering wheel is turned, relative to a straight line vehicle travel command, so as to command the vehicle to turn.
  • a steering angle turn event is established whenever the sensed steering angle deviates from the straight line vehicle trajectory by greater than a determined amount. Accordingly, the vehicle is determined to be traveling in a straight line provided the steering angle is within the determined amount.
  • the brake controller 22 may also receive a sensed yaw signal from a yaw rate sensor 30 and sensed longitudinal acceleration signal from a longitudinal acceleration sensor 32 .
  • a yaw rate sensor 30 provides a yaw signal which indicates whether or not the vehicle is yawing, independent of whether the steering wheel is turned. If all vehicle wheels are operative at high slip while the vehicle is still moving, it can be difficult to accurately determine vehicle speed.
  • the longitudinal acceleration sensor 32 provides a signal as a means to determine more accurate vehicle speed during a braking event, particularly when relatively high tire slip occurs.
  • the longitudinal acceleration sensor 32 is a biaxial sensor that is capable of inferring vehicle angle to the force of gravity in addition to vehicle deceleration.
  • Normal force, F n is the force associated with the vehicle's static weight, which acts downwardly through the road wheel tire 14 A- 14 D. However, it may include dynamic changes due to pitch and roll.
  • a tire lateral force, F tire is a measure of the lateral tire force developed at the interface of the tire with the road. The variation in normal forces is not typically quantified in antilock control. The inventive subject matter quantifies the normal forces on the tires and applies it to the ABS to modify ABS control.
  • the ABS brake controller 22 is programmed in memory 26 to perform a brake control method 100 according to the inventive subject matter as shown in the logic diagram of FIG. 2 .
  • the method 100 predicts actual and anticipated normal forces on the tires and uses the predictions to modify antilock control, thereby improving the efficiency.
  • the inventive subject matter achieves increased efficiency with a high rate of brake application. Increased efficiency is realized in the ability of the inventive subject matter to deliver improved deceleration through antilock control while reducing excess tire slip. Improved deceleration improves stopping distance. Reduced excess tire slip improves control and stability of the vehicle. Reduced excess tire slip may also improve the noise, vibration and harshness of the vehicle.
  • estimations use immediately available and past data while predictions are based on projections. The predictions may be based on projections from trends established in past data or patterns that have historically been observed.
  • An estimation is a value that applies to the current state of operation.
  • a prediction is a value that applies to a future state of operation.
  • the method begins with the controller making a determination 102 of whether the vehicle is in antilock control. Predictions 104 or estimations 106 of longitudinal tire forces are then made depending on the state of the antilock brake system. In the event the vehicle is not in antilock control, longitudinal forces are predicted 104 from predicted brake demand and predicted brake pressure. Predictions of future longitudinal forces may be based on assessments of wheel behavior and typical or learned pressure trends. For example it is typical that the lowest longitudinal force and brake pressure happens immediately after a wheel has reaccelerated after a pressure decrease.
  • the longitudinal tire forces are estimated 106 from estimates of current longitudinal forces and an assessment of wheel behavior in conjunction with typical or learned trends in brake pressure. Estimates of current longitudinal forces may be based on current estimates of brake pressures and wheel accelerations. After antilock control begins, predictions of normal forces may be made by estimating the deceleration of the vehicle given estimates of longitudinal forces.
  • either the predicted longitudinal forces 104 or the estimated longitudinal forces 106 are used, along with current vehicle states, to predict 108 vehicle states and tire normal forces. Predictions of actual and anticipated normal forces may be derived from a number of values and signals available in a typical antilock brake system and described above with reference to FIG. 1 .
  • the equations that follow describe the estimation of normal forces at any point in time, given the master-cylinder pressure over time. The normal forces are predicted by predicting the master-cylinder pressure.
  • Total brake torque, T b is estimated from the master-cylinder brake pressure, P mc as shown in Equations (1) and (2).
  • G b brake gain and C b is a brake constant.
  • ⁇ T b / ⁇ t ( G b ⁇ P mc ⁇ T b ) ⁇ C b (1)
  • T b ⁇ T b / ⁇ t (2)
  • Total vehicle acceleration (A v ) is estimated from vehicle acceleration (A v ), vehicle mass (M v ) and the tire radius (R t ):
  • a v T b /( M v ⁇ R t ) (3)
  • Constants Z fa and Z ra relate the vertical motion of the vehicle at one axle to the pitch of the vehicle. If the vehicle rises equally over both front and rear axles, the pitch does not change. If the front rises more than the rear, the vehicle pitches up. If the rear rises more than the front, the vehicle pitches down.
  • the forces at work that are pushing up and down on the front and rear of the vehicle are springs and shocks.
  • the longitudinal tire forces that decelerate the vehicle create a torque about the vehicle in the pitch axis that attempts to raise the rear of the vehicle and lower the front of the vehicle.
  • the spring s and shocks develop forces that create a counteracting torque. The result is that the vehicle begins to pitch very quickly. As it pitches, the spring and shock forces change to oppose the pitching motion and a new pitch angle is reached such that the torque from the spring and shock forces is equal and opposite to the torque from the longitudinal tire forces.
  • Tire normal forces (F z — fa , F z — ra ) may be predicted 108 by simultaneously solving the following nine equations with nine unknowns ( ⁇ p , F z — fa , F z — ra , Z fa , Z ra , ⁇ Z fa / ⁇ t, ⁇ Z ra / ⁇ t, ⁇ p , ⁇ p ) given constants representing the influence of suspension springs (K p — fa , K p — ra ) and suspension damping elements (K d — fa , K d — ra ), and basic vehicle geometry, where M v is the mass of the vehicle, L fa is the longitudinal distance from the vehicle center of gravity to the front axle, L ra is the longitudinal distance from the vehicle center of gravity to the rear tire axle, C gh is the height of the center of gravity of the vehicle above the road surface, and I p is the rotational in
  • ⁇ p is the angular acceleration of the vehicle about the pitch axis
  • Z fa is the constant that relates the vertical motion of the vehicle at the front axle to the pitch of the vehicle
  • Z ra is the constant that relates the vertical motion of the vehicle at the rear axle to the pitch of the vehicle
  • ⁇ p is the angular velocity of the vehicle about the pitch axis
  • ⁇ p is the angle of the vehicle about the pitch axis:
  • ⁇ p ( M v ⁇ Av ⁇ Cgh+Fz — fa ⁇ Lfa+Fz — ra ⁇ Lra )/ Ip (5)
  • F z — fa K p — fa ⁇ Z fa +K d — fa ⁇ Z fa / ⁇ t (6)
  • F z — ra K p — ra ⁇ Z ra +K d — ra ⁇ Z ra / ⁇ t (7)
  • the solutions may include any of the following features and/or assumptions: at low master-cylinder pressures an assumption is made that the rate of change will increase; at high master-cylinder pressures an assumption is made that the rate of change will decrease; and a limit is provided for the predicted master-cylinder pressure resulting in a maximum value.
  • Accuracy of the predictions of current and anticipated normal forces 108 may be improved by adding information from any of the following sources: wheel-end brake pressures (either estimated or measured values); vehicle geometry; longitudinal acceleration; mass/center-of-gravity location estimates from other control algorithms; suspension height sensors; suspension geometry; changes in suspension stiffness according to travel; reaction forces due to interaction of suspension forces with brake torques; grade estimates; powertrain torque; and differences in left-to-right normal forces due to vehicle construction, loading, operating condition. All of this information is available from systems typically available on a vehicle and may be accessed by the antilock brake control system.
  • Modifying antilock control 110 based on normal force predictions may be accomplished by modifying pressure commands passed to a pressure controller or by direct modifications of valve commands.
  • the modifications to valve commands may take the form of either valve activation times or valve openings, typically controlled by modulating valve current.
  • the following modifications may be followed in the control 110 : modify the limit on the maximum predicted master-cylinder pressure depending on measured or estimated engine vacuum; modify the predicted profile of master-cylinder pressure based on models of human apply characteristics; and modify the predicted profile of master-cylinder pressure based on expected responses of the brake system (e.g. triggering of brake assist function).
  • a modification of the limit of maximum master-cylinder pressure that considers human apply characteristics may apply a limit based on any of the following relationships: an absolute maximum pedal force//master-cylinder pressure achievable by drivers in controlled tests; distributions of pedal forces/master-cylinder pressures achieved by typical drivers during real or simulated emergency braking events; distributions of pedal forces/master-cylinder pressures achieved by typical drivers during ordinary braking event; correlations between maximum pedal forces/master-cylinder pressures and driver ergonomic data available, such as seat position, adjustable pedal position, telescopic steering wheel position, steering wheel tilt position, and driver mass or size; correlations between maximum pedal force/master-cylinder pressure data and rates of brake apply; correlations between maximum pedal force/master-cylinder pressure data and vehicle dynamic conditions such as grade, lateral acceleration and steering wheel angle; correlations between maximum pedal force/master-cylinder pressure data and personal information provided by the driver.
  • These relationships are presented for example purposes only and other relationships may exist or may be developed depending on the technology available.
  • commands are biased to increase pressure and as normal forces decrease, commands are biased to decrease pressure.
  • application of the modifications 110 can be modified or suspended based on lateral acceleration, yaw rate, vehicle speed, recent or current traction control activation, recent or current stability control activation, variations in inertial signals or wheel speeds due to rough road or dynamic handling situation, steering wheel movement, etc. All of this information is available from systems typically available on a vehicle and may be accessed by the antilock brake control system.
  • the commands to increase or decrease brake pressure 110 may be biased according to a variation of normal force predicted by the model.
  • the modifications are fixed and may only be invoked when conditions likely to cause the significant normal force variation are present.
  • the modifications 110 may be scheduled according to time. Application of the modifications 110 may be triggered by rates of brake pedal travel, master-cylinder pressure, or a change in longitudinal acceleration.
  • the commands to increase or decrease brake pressure 110 may be biased dynamically according to variation of normal force predicted in the model.
  • modifications 110 are calculated dynamically and reflect the amount of normal force variation predicted by the model.
  • a base pressure change or valve activation time may be calculated based on the current and recently observed wheel behavior. The pressure change or valve activation time would be modified according to a difference between a predicted normal force and a current estimate of normal force.
  • a predetermined, or target, wheel acceleration is identified as an indicator for modifying brake pressure 110 according to the inventive subject matter.
  • a predetermined, or target pressure may be modified based on wheel acceleration expected from changes in normal force.
  • the commands controlling brake pressure are assessed in terms of the pressure targets, while the pressure targets are assessed in terms of the target wheel acceleration.
  • the pressure targets may then be modified to account for at least some of the change in wheel acceleration that will occur as a result of the normal force variation.
  • the modified pressure targets are passed on as commands to modify brake pressure 110 .
  • a target pressure may be identified.
  • the target pressure may be modified based on expected changes in normal force to improve proportionality of brake pressure target with normal force.
  • the commands controlling brake pressure are assessed in terms of pressure targets while the pressure targets are assessed in terms of a proportion of normal force.
  • the pressure targets are modified to account for at least some of the change due to normal force variation.
  • the modified pressure targets are passed on as commands to modify brake pressure 110 .
  • the inventive subject matter is advantageous in that predictions of actual and anticipated tire normal forces may be used to modify antilock brake control, thereby improving the efficiency of antilock brake control. Another advantage realized by modeling normal forces is that the predictions may be derived from a number of values and signals already available on systems present on a vehicle.
  • the inventive subject matter allows a rapid development of braking torque and provides high efficiency by explicitly accounting for the variation in normal tire force and thereby modifying the antilock brake control strategy accordingly. Braking efficiency, stopping distance, and antilock brake control are all improved by the control strategy of the inventive subject matter.
  • any method or process claims may be executed in any order and are not limited to the specific order presented in the claims.
  • the equations may be implemented with a filter to minimize effects of signal noises.
  • the components and/or elements recited in any apparatus claims may be assembled or otherwise operationally configured in a variety of permutations and are accordingly not limited to the specific configuration recited in the claims.

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  • Engineering & Computer Science (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Regulating Braking Force (AREA)
US12/405,421 2008-06-09 2009-03-17 Method for compensating for normal forces in antilock control Expired - Fee Related US8204667B2 (en)

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US12/405,421 US8204667B2 (en) 2008-06-09 2009-03-17 Method for compensating for normal forces in antilock control
DE102009019960A DE102009019960A1 (de) 2008-06-09 2009-05-05 Verfahren zum Ausgleichen von Normalkräften bei Antiblockier-Regelung

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US6009808P 2008-06-09 2008-06-09
US12/405,421 US8204667B2 (en) 2008-06-09 2009-03-17 Method for compensating for normal forces in antilock control

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Cited By (1)

* Cited by examiner, † Cited by third party
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US11447126B2 (en) 2019-01-31 2022-09-20 Gm Cruise Holdings Llc Preemptive chassis control intervention for autonomous vehicle

Families Citing this family (4)

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Publication number Priority date Publication date Assignee Title
US9889844B2 (en) * 2015-06-24 2018-02-13 Robert Bosch Gmbh Flying car extended vehicle control method
DE102015016721A1 (de) * 2015-12-22 2017-06-22 Wabco Gmbh Verfahren zum Regeln einer Fahrzeug-Ist-Verzögerung in einem Fahrzeug mit einem ABS-Bremssystem
CN110843746B (zh) * 2019-11-28 2022-06-14 的卢技术有限公司 一种基于强化学习的防抱死刹车控制方法及系统
CN114834408B (zh) * 2022-03-14 2023-03-24 湖南速特智能科技有限公司 汽车制动方法及系统

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US6549842B1 (en) * 2001-10-31 2003-04-15 Delphi Technologies, Inc. Method and apparatus for determining an individual wheel surface coefficient of adhesion
US20030154012A1 (en) * 2002-02-08 2003-08-14 Sohel Anwar Predictive control algorithm for an anti-lock braking system for an automotive vehicle
US20040030477A1 (en) * 2001-07-04 2004-02-12 Manfred Gerdes System and method for monitoring the handling of a vehicle
US6892123B2 (en) * 2002-12-30 2005-05-10 Delphi Technologies, Inc. Unified control of vehicle dynamics using force and moment control

Patent Citations (4)

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US20040030477A1 (en) * 2001-07-04 2004-02-12 Manfred Gerdes System and method for monitoring the handling of a vehicle
US6549842B1 (en) * 2001-10-31 2003-04-15 Delphi Technologies, Inc. Method and apparatus for determining an individual wheel surface coefficient of adhesion
US20030154012A1 (en) * 2002-02-08 2003-08-14 Sohel Anwar Predictive control algorithm for an anti-lock braking system for an automotive vehicle
US6892123B2 (en) * 2002-12-30 2005-05-10 Delphi Technologies, Inc. Unified control of vehicle dynamics using force and moment control

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US11447126B2 (en) 2019-01-31 2022-09-20 Gm Cruise Holdings Llc Preemptive chassis control intervention for autonomous vehicle

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